Power transmission mechanism



w. l. WHEELER 1,997,503

POWER TRANSMISSION MECHANISM Filed May 18, 1932- 7Sheets-Sheet l Hl llll l Ill E mw Aww www MM um .-.www E Nw ll k, mw q -JM Q l ,l f /VML u T L EN Mix/ll -l lwdll/J, kk M. I. ,ww Y .N SN

l April 9, 1935.

April 9, 1935. w l. WHEELER POWER TRANSMISSION MECHANISM 7 Sheets-Sheet 2 Filed May 18, 1952 I April 9, 1935. w. l, WHEELER POWER TRANSMISSION MECHANISM Filed May 18, 1932 7 SheeCS-Sheet 3 'lll April 9, 1935. w. l. WHEELER POWER TRANSMISSION MECHANISM '7 Sheets-Sheet 4 Filed May 18, 1932 April 9, 1935. w, l. WHEELER 1,997,503

POWER TRANSMISS ION MECHANISM Filed May 18, 1932 7 Sheets-Sheet 5 April 9, 1935. w. l. WHEELER POWER TRANSMISSION MECHANISM Filed May 18, 1932 7 Sheets-Sheet 6 April 9, 1935. w. I. WHEELER 1,997,503

POWER TRANSMISSION MECHANISM Filed May 18, 1952 7 Sheets-Sheet '7v l 'M5-y), l /55 Patented Apr. 9, 1935 UNITED STATES PATENT OFFICE POWER TRANSMISSION MECHANISM William Isiah Wheeler, Scottville, Ill.

Application May.18, 1932, Serial No. 612,077

45 Claims. (Cl. 74-260) This invention relates to power transmission It is a feature of the invention that the transmechanisms and more particularly to transmismission mechanism may be readily manipulated sion mechanisms of the variable ratio or change to provide a plurality of speed ratios, automatispeed type in which the different speed ratios are cally selected, when the vehicle is being driven 5 automatically selected to accord with changes in either in a forward or reverse direction. 5

operating conditions to which the transmission A further object of the invention is to provide lmechanism is subjected the present application a transmission mechanism in which the various being a continuation in part of my prior applispeed ratios are automatically selected and in cation Serial No. 291,687, filed July 10, 1928. which the gears through which the torque is l It is the principal object of the invention to transmitted remain always in mesh regardless of 1o provide a transmission mechanism of this charthe speed ratio selected. acter in which the selection of the proper speed A further object of the invention is the proviratio is effected in response to a change either in sion of means whereby the mechanism may be the torque transmitted through the mechanism manually controlled to select a speed ratio other l or in the speed of operation of the element driven than that determined by the operating conditions, 15 thereby. More specically, the object of the presfor instance, to reduce the speed ratio when the ent invention is to provide a transmission mechvehicle is descending a hill for the purposel of inanism adapted to be interposed between a driving creasing the braking power exerted on the vehicle and a driven element in which the speed ratio is by the motor.

automatically increased with increase in speed It is essential that a transmission mechanism 2o of the driven element and is automatically refor use in a motor Vehicle be simply constructed duced with increase in the torque transmitted and extremely compact, particularly such porthrough the mechanism, the effect upon the tions of the mechanism as are required to effect mechanism of the transmitted torque and the the desired automatic control of the speed ratio.

speed of the driven element being directly op- These various objects are attained in a gearing 25 posed, whereby the speed ratio is determined by constructed in accordance with the present inthe combined action of the forces resulting from vention which is in addition characterized by change in transmitted torque and change in speed positive action under all operating conditions.

-of .the driven element. Further objects and features of the invention The invention is particularly applicable to will be apparent from the following description 30 motor vehicles since it permits the driver of the taken in connection with the accompanying vehicle to devote his entire attention to driving drawings, in which: operations other than the shifting of gears, and Figure 1 is a vertical sectional view through a furthermore ensures that the speed ratio at transmission mechanism embodying the princiwhich the vehicle is being operated is the proper ples of the invention; 35 one under the particular conditions of operation' Figures 2, 3, and 4 are sectional views taken existingon the line A-B of Figure 1 showing the parts For instance, in the Operation 0f a large mO'Or in the several positions which they occupy under bus the driver is usually required to collect fares different conditions of operation;

-10 from the passengers entering the vehicle and to Figure 5 is a sectional View taken substantially 4o make change without unnecessary delay, it being on the line C D of Figure 2; customary to start the vehicle before these opera- Figure 6 is a sectional' View taken on the une tions are completed. It is thus quite apparent E F of Figure 3; that the addltlonal burden Imposed upon the Figure '7 is a diagrammatic developed view ildriver of shifting the gearing at this time not lustrating the manually operated change speed only increases the dliiiculty of operating the vegearing Sho in Figure 1 which acts as an aux 2;? ug lssklilllliy$12Vovgglvgngdg .iliary mechanism for obtaining additional speed ratios and reversal of the direction of rotation able injury may be done, particularly in the case of a heavy vehicle such as a truck or a motor of t he dnvn elemem'; 50 bus in which alarge torque is transmitted through Flgure 3 15 a Sectlona View taken 0n the 11n@ the change speed gearing, if this gearing is not G-H 0f Figure 7; se1ected in the most skillful manner and in ac- Figure 9 is a Sectional view taken 0n the Ime cordance with the conditions of torque and speed I-J 0f Figure 1; under which the vehicle is operating. Figure 10 is a vertical sectional view of a modi- 55 Cil ned form of transmission mechanism embodying the principles of the invention;

Figures 11 and 12 are sectional views taken substantially on the line K-L of Figure 10 illustrating the parts in the positions which they occupy under different conditions of operation;

Figure 13 is a sectional view taken substantially on the line M-N of Figure 10;

Figure 14 is a sectional view taken substantially on the line O-P of Figure 10;

'Figure 15 is an enlarged fragmentary view partly in section and partly in elevation corresponding to a portion of the mechanism shown in Figure 10 Figure 16 is a horizontal sectional view partly in elevation corresponding to Figure 15; and

Figure 17 is a sectional view on the line Q-R of Figure 10.

In order to facilitate an understanding of the invention, the various elements shown in the drawings and their relationship are-hereinafter described in specific language. It will nevertheless be appreciated that no limitation of the scope of the invention is thereby intended, but that such alterations and variations are contemplated as may be found desirable under different conditions of use. Y

Referring now to the form of the invention shown in Figures 1 to 9 inclusive of the drawings, it will be observed that the driving shaft indicated at I, and adapted for connection to a prime mover or other source of power, is supported for rotation in a transmission casing 5 enclosing the entire transmission mechanism. This may be conveniently effected adjacent the forward end of the casing by the provision of roller bearings 3 in which the extended hub of the gear 2 is journalled, this gear comprising the driving gear of the transmission mechanism and being keyed or otherwise secured for rotation with the shaft I, a suitable bearing retainer 4 being bolted to the casing. Adjacent the gear 2 and rotatably mounted on the shaft by means of bushings 8 is a gear 1 of larger diameter than the gear 2, the gear 1 being provided with a relatively long hub 6 for a purpose hereinafter described.

A third gear I0 of still larger diameter is in turn located adjacent the gear 1 and is journalled on the hub 6 of the latter by means of suitable bushings II, the gear l0 being similarly provided with a longitudinally extending hub 9. An

annular gear housing I1 is provided with a hub portion I8 journalled on the hub portion 9 o-f the gear I0 by means of a bushing I9', this gear housing being preferably made in sections to facilitate assembly thereof, the sections being secured together in the manner shown in Figure 1 of the drawings. The periphery of the hub portion I 8 cf the housing |1 has a threaded or equivalent relation with a member 2|) which, in cooperation with a member 2| splined thereto and axially slidable thereon, comprises one element of a brake, the other element 23 of the brake consisting of an` annular disk member splined or similarly connected with the casing 5 so that the member 23 may move axially of the casing but is restrained against rotational movement therein about the axis of the shaft I. Friction facings 22 are secured to the members 20 and 2| to provide the required degree of friction when the cooperating elements of the brake are urged into braking relationship as hereinafter described.

The housing I1 supports a plurality of shafts l5 arranged parallel to and equidistant from the driving shaft I. The shafts I5 are preferably retained in the housing against axial movement and may be keyed thereto as shown in the drawings to prevent rotative movement thereof, each shaft serving as a support for a compound gear element comprising three gears or toothed portions |2, I4, and I6 preferably formed integrally and of reduced size in the order named. Each of the gears I2 meshes with the gear 2, the gears I4 with the gear 1, and the gears I6 with the gear II), the arrangement providing in elf ect a planetating transmission since the housing I1 and the gears I2, I4, and I6 carried thereby may revolve about the axis of the shaft I.

The extended hub 9 of the gear I0 carries a member 24 which is keyed or otherwise secured thereto, the member 24 having a threaded or equivalent relationship With the member 25, which in cooperation with a member 26, splined thereto and axially slidable thereon, comprises one element of an overrunning clutch, the other element consisting of an annular disk member 28. Friction facings 21 are secured to the members 25 and 26 to provide the required degree of friction when the cooperating members of the clutch are urged into clutching relationship as hereinafter described. A disk I3 is preferably interposed between the hub portion I8 of the housing I1 and the member 24 to effect proper spacing thereof.

A member 3| splined or otherwise secured for rotation with the hub 6 of the gear 1 carries on its periphery a series of axially movable clutch plates 30 interleaved with a plurality of corresponding axially movable clutch plates 30a carried by a member 32 whichY is journalled on the member 3|. The member 32 is provided with an outwardly extending yoke 34 which may be formed integrally therewith, this yoke supporting an annular member 29 having a non-rotative connection with the member 28 permitting axial movement of the latter, preferably by the provision of interlocking teeth on these members as indicated in Figures 1 and 5. A member 33 is keyed or otherwise secured to the driving shaft I and carries a plurality of clutch plates 36 cooperating with similar clutch plates 36a carried by a member 35 which is in turn journalled on the member 33. It will be understood that the precise. construction lof the two similar clutch devices just described is not material, although the conventional arrangement shown in the drawings and including interleaved plates splined to the members to be clutched is preferred. It will be observed from Figure 5 of the drawings that the members 32 and 35 are secured together, preferably by means of bolts, and thus rotate as a unit.

It will be convenient at this stage of the description to review briefly the construction thus far described and to indicate the nature of operation, assuming that the member 35 is the driven element and assuming that the clutches 30 and 36 are engaged and released by mechanism dealt with hereinafter and operating in accordance with variations in torque and speed.

In the initial condition of the apparatus with the vehicle clutch disengaged the members 23, 28, 32, and 35 are released from frictional connection with the associated members 20, 25, 3|, and 33 respectively, there being substantially no clutching engagement between the cooperating parts. If the vehicle clutch is engaged and torque is thus applied to rotate the shaft in a clockwise direction as viewed from the forward end of the transmission, the gears 1 and I0 will tend to remain stationary owing partly to-the inertia of the members 3| and 24 which are respectively keyed thereto and partly to the fact that some degree of friction is developed between the members 24 and 3| and the parts connected therewith, principally between the cooperating clutch plates 30 and 30a, and the clutch members 25, 26, and 28, which although they are disengaged, exert some retarding action. As the result of this resistance to movement of the gears 1 and l the compound gears I2, I4, |6 will tend to rotate in a counterclockwise direction by reason of the meshing of the gear I2 with the gear 2, and the compound gears will thus tend to roll around the gears 'I and I0, or either one of these gears, to rotate the housing I1 in a counterclockwise direction. The effect of this is to thrust the member to the left as shown in Figure 1 by reason of the threaded connection between this member and the hub I8 of the housing |1 and thus to grip the member 23 between the cooperating members 20 and 2|. This action is facilitated by the provision on the members 20 and 2| of enlarged or weighted portions 20a which tend to retain these members against rotation since they are slightly unbalanced about the axis of the shaft I In this manner the housving I1 is clutched to the transmission casing 5 and the compound gears I2, I 4, and I6 are rotated in a counterclockwise direction about the axis of the shafts I5 on which they are supported and which are temporarily held against planetation about the axis of the shaft-I. It will be observed that the gear 1 is connected only to the member 3| and since the clutch plates 30 and 30a are not engaged, the gear 1 will rotate idly. The gear I0, however, is keyed to the member 24 which is in turn provided with a threaded connection with the member 25 and since the gear Ill is being driven in a clockwise direction, the members 25 and 26 will be threaded or screwed together to clamp the member 28 therebetween, this action being similarly facilitated by the provision of enlarged portions or weights 25a on the members 25 and 26 which tend to retain the latter in a stationary position. Thus the rotation of the gear I0 in a clockwise direction is transmitted through the members 24, 25, 26 to the cooperating clutch member 28 and thence through the member 29 and yoke 34 to the member 32 and the member 35 secured to the latter. It will be observed that in this manner the member 35 which for convenience may be considered the driven element is rotated at a speed determined by the ratios of the gears 2, I2, I6, and I0 to provide the first or lowest speed ratio for whichthe transmission mechanism is constructed.

If it be now presumed that by the means to be hereinafter described the clutch plates 30 and 38a are engaged as the speed of the vehicle increases, the gear 1 will be coupled, through its hub 5 and the member 3| keyed to the hub, with the member 32 and thereby the driven member 35. The housing I1 remains stationary since the conditions affecting the operation of the braking members 20 and 2| on the cooperating member 23 have not been altered, the compound gears still tending to roll in a counterclockwise direction around the gear 1. However, the member 29 carrying the member 28 and formed integrally with the member 32 is now rotated at an increased rate of speed in a clockwise direction by means of the gear 1 and thus tends to carry the mem--y bers 25 and 26 ahead of the member 24 which is driven more slowly through the gear I0. Thus the threaded connection between the members 24 andv 25 effects the separation of the clutch members 25 and 26 from the cooperating clutch member 28 and the connection between the gear I 0 and the driven element 35 is thereby released,

- the driven element being rotated at a slightly increased rate of speed determined by the ratio of the cooperating gears 2, 2, I4 andy 1, this comprising the second or intermediate speed ratio.' s

If it be now assumed that a further increase in speed `of the vehicle will effect the clutching of the plates 36 and. 36a, the driven element 35 will be connected directly to the shaft I through the element 33 which is keyed to the shaft. When this action takes place, the gears 2 and 1 are now locked together, the gear 2 being connected to the driven element 35 through the member 33 and the clutch plates 36, 36a, and the gear 1 being connected to the driven element 35 through the member 3|, the clutch plates 30, 30a, and the member 29 which is carried by the driven element `35. Thus the gears 2 and 1 must rotate in unison, but since they are of different diameter and are in mesh with the integral gears I2 and I4 respectively, the several compound gears I2, I4, and I6 can no longer rotate on the shafts I5 and thus the gearing will be locked, the housing I1 being driven in a clockwise direction by the gear 2. By reason of the threaded connection between the hub |8 of the housing I1 and the members 20 and 2|, the latter will be separated and no clamping action will be'exerted thereby on the braking member 23 which is splined to the casing 5. The entire mechanism thus far described will therefore rotate at the speed of rotation of the shaft I and the driven element 35 will be rotated directly by the shaft I, or at the highest speed of which the transmission capable.

If the construction thus far described be examined it will be seen that the provision of threaded connections between the members I8 and 20 and the members 24 and 25 is by no means l an essential detail. For instance, the arrangement shown in the drawings is such that when the member I8 tends to rotate in a counterclockwise direction the members 20 and 2| grip the braking member 23 to prevent such rotation'. On i the other hand, when the member I8 tends to rotate in a clockwise direction thisv braking action is released and the member I 8 runs freely. Thus the arrangement shown in the drawings acts simply as a one-way brake or clutch between the member I8 and the transmission casing 5 and the device may be replaced by any simple form of roller or pawl clutch acting between these members.

Similarly, the connection between the members 24 and 29 may be replaced by any form of one- Way or overrunning clutch, it being observed that, the arrangement shown -in the drawings is the full equivalent of such a clutch. For instance, when the member 24 is rotated in a clockwise direction with respect to the members 25 and 25, the last named members are coupled for rotation with the member 29, but when the member 24 tends to rotate in a direction counterclockwise with respect to the direction of rotation of the members 25 and 2B, for instance when the mem' ber 24 is rotating in the same direction as the members 25 and 26 but at a slower speed, the clutching action is discontinued and no effective frictional connection its provided between the members 28 and 29. It will therefore be seen that the construction is readily adaptable to suit various conditions of operation and that in this and other respects the arrangement shown in the drawings for the purpose of illustrating the invention may be varied to a considerable extent without affecting the nature of operation of the transmission mechanism.

Dealing now with the mechanism for operating the clutch plates 30, 39a and 38, 38a, and referring more particularly to Figures 1, 5 and 6 of the drawings, it will be observed that the member 35, hereinbefore described for convenience as the driven element, is provided with a plurality of rearwardly directed pins 8|, these pins extending through apertures 82 and 83 provided in disks 31 and 39 respectively which are disposed adjacent to and rearwardly of the member 38.

Similarly, the disk 31 is provided with a plurality of pins 4| which extend rearwardly through apertures 42 in the disk 39. The disk 31 is journalled on the member 33 for rotation about the axis of the shaft and the disk 39 is bolted or otherwise secured to a member 43 which is journalled on the shaft and which comprises the ultimate driven member of the automatic speed ratio changing portion of the transmission mechanism.

It is apparent from an inspection of Figures 2, 3, and 4 of the drawings that the pins 4| and 8| are arranged equidistant from the axis of the shaft I and are disposed alternately, it being observed, however, that the arrangement of the pins and their number may be varied without affecting the operation of the device. The disk 31 is provided with a plurality of sleeves 85 which pass through the disk and are secured rigidly thereto, a shaft 81 passing through each sleeve 85 and being rotatable and axially slidable therein. A member 86 provided with a slot 88 encompassing a bushing 98 on the outer end of each pin 8| is keyed or otherwise secured as indicated at 92 to the rearwardly extending end of each shaft 81, each such member 88 comprising in effect a two armed lever supported for pivotal movement within the corresponding sleeve 85 and .being loaded adjacent the end remote from the slot 88 in any suitable manner, for instance by means of a weight member 89 bolted or otherwise secured thereto.

Similarly the disk 39 carries a plurality of sleeves 45 rigidly secured thereto, a shaft 41 extending through each sleeve and being slidably and rotatably mounted therein. A member 48 likewise comprising a two armed lever is keyed or otherwise rigidly secured to the rearwardly projecting end of each shaft 41, and is provided with a slot 48 encompaing a bushing 49 surrounding a corresponding pin 4|. Each member 48 is loaded at one end by means of a weight member 44 secured thereto and is capable of swinging with the shaft 41 within the sleeve 45. The members 46 and 88 may be further secured to the shafts 41 and 81 respectively by means of vnuts 48 threaded on the ends of the shafts. Each shaft 41 carries a clutch finger 50 at its forward end, this clutch finger extending inwardly toward the axis of the shaft and being positioned to cooperate with the clutch plates 38, 38a when moved to the left from the position shown in Figure 5 to engage these plates and couple the members 33 and 35 for rotation. Similarly each shaft 81 is provided at its inner end with a clutch nger 94 rigidly secured thereto and cooperating with the clutch plates 38 and 38a to couple the members 3| and 32 for rotation when the shafts 81 are moved to the left as shown in Figure 6,. i

It will be observed that cooperating cam surfaces 52 are formed on the sleeves 45 and the weighted members 48 and that similar cooperating cam surfaces 98 are formed on the sleeves 85 and the members 88. Thus when the outer weighted ends of either the members 48 or the members 88 swing' outwardly about the axis of the shafts on which they are supported in response to centrifugal force, the cooperating cam surfaces 52 and 95 will thrust the;\correspond ing shafts to the left as viewed in Figures 5 and 6 to engage the clutches associated with these shafts by means of the clutch fingers 50 and 94. It will also be observed that when the\member 38 and the pins 8| carried thereby are rotated in a clockwise direction as viewed from the forward end of the transmission or in a counterclockwise direction as viewed in Figures 2, 3, and 4, the members 88 by reason of their slotted connection with these pins will tend to move to the position shown in Figure 2 with the weighted ends of the members 88 in their innermost position in engagement with the member 43 and will be retained in that position as long as the speed of rotation is relatively slow. However, as the speed of rotation increases, the weights 89 carried by the members 88 tend to move outwardly in direct opposition to the force exerted by the pins 8|, and thus when the speed becomes sulcient to overcome this force the members 86 will be rotated to the position shown in Figure 3 to shift the shafts 81 to the left through the medium of the cooperating cam surfaces as shown in Figure 6 t engage the clutch plates 39, 30a. y

Similarly, the rotation of the disk 31 in a clockwise direction as viewed from the forward end of the transmission or in a counterclockwise direction as viewed in Figures 2, 3, and 4 will tend to move the members 48 associated with the pins 4| to the position shown in Figure 2 in which the weights 44 abut the driven member 43. However, when the speed of rotation of the disk 39 is sufllciently increased, the centrifugal force acting on the weights 44 will be sufficient to swing the members 48 to the position shown in Figure 4 and thus through the action of the cam surfaces 52 to move the shafts 41 to the left as viewed in Figure 5 to engage the cooperating clutch members 38, 38a. The weights 89 are of greater mass than the weights 44, and thus if it be assumed that the speed of rotation of the member 35 and the Idisk 31 is gradually increasing, the members 88 will first be moved from the position which they occupy in Figure 2 of the drawings as the result of centrifugal force, and thus the position ofthe parts shown in Figure 3 will result, and the clutch plates 3|), 30a will be first engaged as suggested heretofore. As the speed of rotation continuues to increase, the

weights 44 of less mass are affected and the members 48 are rotated to the position shown in Figure 4 so that the clutch plates 38, 38a are engaged. If without further increase in speed the torque exerted by the pins 4| and 8| on the members 46 and 88 is assumed to be increased, the reverse action will take place, the members 48 first swinging to the position shown in Figure 3 of the drawings by reason of the lesser mass of the weights 44 carried thereby. On further 1,657,563 lincrease in torque the members 86 will be swung to the position shown in Figure 2.

The operation of that portion of the apparatus thus far described will now be apparent. When no torque is being supplied to the transmission mechanism, for instance if the mechanism is applied to a motor vehicle and the vehicle clutch is disengaged, it may be assumed that the weighted members 46 and 86 which control the speed ratio occupy the position shown in Figure 2 and the various clutches shown in Figure 1 are disengaged. As the vehicle clutch is engaged, the action hereinbefore described takes place, the housing I1 being retained against movement by the braking action of the engaged members 26, 2 I, and 23, and the low speed. gear I6 being clutched to the members 29, 32, and 35 by the engagement of the cooperating members 25, 26, and 28. The torque thus transmitted to the member 35 is exerted through the pins 8I, the weighted members 86, the sleeves 85 in which the members are supported, the disk 31, the pins 4I carried by the latter, the weighted members 46, the sleeves '45 in which these weighted members are supported, to the disk 39 which is in turn secured to the driven element 43. This torque holds all of the weighted members 46 and 86 in the position shown in Figure 2 until, in response to an increased speed of rotation, the centrifugal force acting on the heavier of the weighted members 86 is suicient to overcome the action'of the torque when these members 86 will move outwardly and the position of the parts will be that shown in Figure 3 of the drawings. In moving outwardly the weighted members 86 serve to engage the clutch plates 30 and 30a as hereinbefore described.v The operation previously recited now follows, the braking members 20, 2|, and 23 being retained in frictional engagement, the clutch members 25, 26, and 28 being released, with the result that the driving torque is transmitted through the gear 1 and the second or intermediate speed ratio is selected.

When a still higher speed of the driven members is reached, the weighted members 46 will likewise swing outwardly in response to centrifugal force with the result that the clutch plates 36, 36a are engaged and the entire mechanism including the planetating gears mounted within the housing I1 is rotated about the axis of the shaft I, a direct drive being effected from the shaft to the member 33 and thence to the member 35 and the associated speed and torque responsive ratio selecting apparatus. If the torque 'should not be gradually increased (without cor- 'slots in the weighted members 46 will first restore these members to the position shown in Figure 3 in view of the fact that the centrifugal force tending to swing these Vmembers outwardly is less than the centrifugal force acting on the members 86. This operation releases the clutch plates 36, 36a and the parts are restored to the intermediate speed ratio, the drivingtorque pass'- ing through the gear 1 by reason of the engagement of the braking members 20, 2I, and 23 as hereinbefore explained. If the torque is still further increased (without corresponding increase in the speed of rotation), the weighted members 86 will swing toward the shaft I and the parts will occupy' the position shown in Figure 2 of the drawings with the result that the cooperating clutch plates 30, 30a will be freed. The clutch members 25 and 26 will now lag behind the member 24 which is driven through the gear I0 and are urged into frictional engagement with the cooperating clutch member 28 by the action of the threaded connection between the members 24 and 25 with the result that the drive is transmitted through the members 29, 32, and 35, the low speed ratio having been selected.

It is important to ensure in a device of this character that there shall be no hunting action. in other words, that there shall be no delicate balance between the effect produced by variations in torque and speed which might result under some conditions in incomplete selection-or frequent repeatedv shifting from one gear ratio to the other. In order to avoid this diiliculty the slots 48 and 88 in the members 46 and 86 respectively are so arranged with respect to the axes about which the members 46 and 86 swing, and with respect to the direction of movement of the pins 4I and 8l in these slots, that once selecting action is initiated in response either to speed or torque change such action is definitely completed. It will be observed, for instance, on reference to Figures 2 to 4 of the drawings, that when the members 46 occupy the position shown in Figure 2, the inclination of the slot 48 is such that the force exerted by the pin 4I on the member 46 opposing the action of centrifugal force on the weight member 44 is considerable since the slot is inclined rearwardly from the pin 4I toward the axis about which the member 46 swings. On the other hand, when the member 46 is eventually swung to the position shown in Figure 4 of the drawings by increased speed, the leverage exerted by the pin 4I tending to swing the member 46 inwardly against the action of centrifugal force is very much reduced since the slot 48 extends nearly at right angles to a line connecting the axis of the pin with the axis about which the member 46 swings. It is thus apparent that if a selective action is once initiated, for instance, by an increase in speed, a considerably greater torque effect is required to alter the selective action in the reverse direction than is required to prevent the selection from the initial position. For this reason the apparatus shown is quite stable, the weighted members 46 and 86 normally occupying either the inner position in which they abut the member 43 or the outer position in which they abut suitable stop pins 86 provided on the face of the disk 36.

' There are other points inherent in the construction which are of importance in preventing any huntingaction. For instance, the centrifugal force acting on the weighted members 46 and 86 is appreciably greater when these members occupy their outer positions for the reason that they are then rotating in a much larger orbit around the axis of the shaft and consequently at a greater rate of linear speed, the force increasing in substantially direct proportion to theV members 46 and 86 occupy the inner positions,`

the pins 4| and 8| acton these members at points which are further. removed from the fulcrums of the weighted members than when these members increased to a considerable extent, but also asoccupy their outer positions. Thus an amount of torque which is sufllcient to retain the weights in the inner positions will n t sumce to shift the weights inwardly from their outer positions by reason of the decreased leverage exerted on the weights when the latter occupy their outer positions.

It may also be pointed out that it is not essential to load the members 86 with a mass greater than that of the members 46. In the flrst place, it is quite apparent that the desired result may be obtained by Vsuitably proportioning the leverage between the pins 4| and 8| and the members 46 and 86 respectively so that the torque required to retain the members 86 in their inner positions will be less than that required to retain the members 46 in their inner positions, and the members 86 will flrst swing outwardly in response to continued increase in speed with no appreciable and corresponding increase in torque.

As a matter of fact, the construction is such that the desired result may be obtained in some degree regardless of any difference in the actual construction of the members 46 and 86 or their respective driving connections with the corresponding pins 4I and 8|. For instance, when the clutch 30, 30a is engaged, the plates 35 and 31 are gripped together by reason of the fact that the sleeve 85 is carried by the plate 31 and the action of the clutch ngers 94 carried by this sleeve tends to thrust the sleeve and the plate 31 to the right as shown in Figure 6 to intimately engage the plates 35 and 31. Thus the friction between these plates retards the return of the weights 86 to their inner positions since relative movement of the plates 35 and 31 must necessarily accompany the retraction of the weighted members 86.

Similarly, when the remaining weighted members 46 swing outwardly, the plates 35, 31, and 39 are all gripped together, the action of the clutch finger 50 in engaging the cooperating clutch plates 36, 36a tending to thrust the plate 39 to the right as shown in Figure 5 and thus to press the plates 35, 31, and 39 together. The friction thus developed between the plates 31 and 39 tends to retard the return of the weights 46 to* their inner positions since relative movement of the plates 31 and 39 must necessarily accompany the retraction of the weighted members 46 It will be noted from the foregoing discussion that the plates 35 and 31 are gripped together by the action of both sets of clutch fingers 50 and 94 which, in engaging the corresponding clutches, tend to thrust the corresponding sleeves 45 and 85 to the right as shown in Figures 5 and 6, whereas friction is developed between the plates 31 and 39 solely as the result of the action of the clutch fingers 94 in engaging the clutch plates 3|), 36a. It is therefore quite .apparent that when the weighted members 46 and 86 are all in their outwardV positions, the friction which tends to retard the return of these weighted members to their inner positions is greater with respect to the weighted members 86 than with respect to the weighted members 46, and the latter will first tend to return to their inner positions in response to increase in torque with no corresponding increase in speed.

In this manner the friction developed between the several plates 35, 31 and 39 servesnot only to stabilize the operation of the control mechanism by preventing the freeing of the clutches 36 and 36 until the torque-speed ratio has been sists in freeing these clutches in the proper successive order during continued increase in torque. It will be observed that ample clearance should be provided between the sleeves 45 and the mem- Y bers 35, 31 through which these sleeves extend to permit relative movement thereof without interference, and similarly that clearance should be provided between the sleeves 85 and the members 35 and 39. is effected in the arrangement shown inthe drawings by the provision of suitable apertures in the members through which the sleeves pass, but alternatively the periphery of the members 35, 31 and 39 may be entirely cut away for this purpose. Similarly the slots 82 and 83 in the disks 31 and 38 and the slot 42 in the disk 39 through which the pins 8| and 4| respectively extend are preferably of sufllcient length to permit free movement of these pins, it being observed that the slots 83 must be longer than the slots 82 and 42 in order to afford proper clearance for the pins 8| since the disk 39 is shifted as the speed increases first with respect to the member 35 and thereafter with respect to the members 35 and 31 in response to the action of the weighted members 46 and 86.

In order to provide for the operation of the automatic change speed gearing hereinbefore described, to drive the vehicle either in a forward or reverse direction and to permit operation of the vehicle in a forward direction at a speed lower than that permitted by the automatically selected transmission, a supplementary-manually operated change speed gearing is provided at the rear of the' automatic change speed gearing. 'I'his manually operated gearing is shown in the drawings as housed within a transmission casing 53 integral with the casing 5, but it will be appreciated that a separate and distinct casing secured to the casing 5 may be provided. The gearing in question is of more or less conventional nature, and is accessible through an opening in the upper side of the casing 53 which is normally closed by means of a cover plate 54 bolted to the casing proper and serving to support the usual gear shift lever 55. 'I'his lever cooperates with a pair of sliding yokes 56, 51 supported in the conventional manner on rods 58 carried by the casing 53. It will be noted in Figure 1 of the drawings that the driven member 43 of the automatic change speed gearing .is journalled directly in the end wall of the casing 5 by means of roller Ibearings 59, and that a driven shaft 60 is journalled in the member 43. The rearward end of the shaft 60 is journalled by means ofv roller bearings 6| in the casing 53, a suitable bearing retainer 62 being provided. Thus the driving shaft and the driven shaft 60 are provided with cooperating bearing portions and each shaft is supported at its opposite ends directly in the casing through which it extends. The shaft 60 carries at its rearward end the conventional coupling plate 63 which is adapted to be connected to an ultimate driven member, for instance the propeller shaft of a motor vehicle.

Gears 66 and 61 are supported on the shaft 60 for sliding movement thereon and rotative movement therewith, for instance by being splined thereto, the gear 66 being controlled by the yoke 56 and the gear 61 being controlled by the yoke 51 in the well-known manner. Gear 61 is further provided with an internally toothed portion 69 at its forward end adapted to engage and be coupled with a toothed member 10 carried by or formed integrally with the member 43.

The shaft 1| extending parallel to the shaft 60 is supported in the casing 53 and gears 12, 13 are .journalled on this shaft, the two last-named gears being preferably integral. The gear 12 meshes with the gear 10 and the gear 13 is positioned for meshing engagement with the gear 66 when the latter is slid forwardly from the position which it occupies in Figure 1 of the drawings.

It will be observed by reference to Figure 7 of the drawings, which is a development of the gearing within the casing 53, that a further shaft 14 is supported within the casing, gears 15 and 16 being journalled on this shaft, the last named gears being preferably integrally formed. The

shaft 14 is so positioned that the gear 15 meshes with the gear 12 and thus the gear 16 is driven through the gears 10, 12, and 15, the direction of rotation being the same as that of the member 43. Furthermore, the gear 16 is positioned for meshing engagement with the gear 61 when the latter is slid rearwardly on the shaft 60 whereby this shaft may be-rotated in the reverse direction.

In order to properly define the neutral position of the gear shift lever 55, a plate 11 is rigidly mounted in the casing 53, this plate passing between the upper ends of the yokes 56 and 51 and being cut away as shown at 18 to permit the passage of the gear shift lever from operative engagement with one yoke to engagement with the other yoke at the neutral position which the parts occupyvin Figure 7. The ball detent 19 is positioned intermediate the yokes and seats in apertures therein, the depth of these apertures being such as to permit the ball to move within 4one yoke to lock the same to the plate 11 when the other yoke has been displaced from neutral position in a manner which is well understood.

If now the yoke 51 is slid to the left as shown in Figure 7 so that the internally toothed portion 69 thereof engages the end of the toothed member 10, the shaft 60 will be coupled directly to the member 43. This is the position which the parts normally occupy during operation of a vehicle in a forward direction. If it be desired to reverse the direction of the vehicle, the gear shift lever 55 is operatedto shift the gear 61 rearwardly into engagement with the gear 16 to drive the gear 61 in a reverse direction. If a low forward speed is required, the yoke 51 is placed in the neutral position shown in Figure 7 and the yoke 56 is engaged by the gear shift lever to shift the gear 66 into mesh with the gear 13 so that the shaft 50 is driven through the gears 10, 12, 13, and 66 at a relatively low rate of speed. This is useful under conditions of particularly heavy load or, alternatively, when it is desired to vuse the motor through reduction gearing as a brake in descending a hill. It will be apparent that under such conditions the automatic change speed gearing will be placed in the high speed ratio by reason of the reduced torque and thus an increased braking effect can be obtained by providing a lower speed ratio in the gearing between the member 43 andthe driven shaft 60.

It will be observed that an extremely compact arrangement suitable for use in motor vehicles is thus provided, the gearing requiring no manual operation whatever under normal conditions and the usual gear shift lever being operated only to reverse the direction of drive of the vehicle or to facilitate the handling of the vehicle in descenddirection are required, the manual control may be dispensed with altogether.

It may be also noted that no meshing of gears is required in effecting the automatic shift from one speed ratio to another, the selection being affected solely by the manipulation of friction clutches, so that *undesirable noise and excessive wear ordinarily resulting from the continued shifting of the gears into and out of mesh is entirely avoided.

Referring now to the modified arrangement shown in Figures 10 to 16 inclusive of the drawings, it will be observed that the automatic change speed gearing is enclosed in a housing provided with a removable inspection plate at its upper side and secured at its forward end to a housing I3 in which clutch operating mechanism, hereinafter described, is supported. A driving shaft ||4 extends into the housing ||0 and is rotatably supported within a sleeve 6 Whichvis in turn journalled by means of antifriction bearings ||1 in a plate ||9, the peripheral portion |20 of which is interposed between the housings ||0, ||3, these housings and the plate being bolted or otherwise secured together.

The driving shaft ||4 carries a gear |2| which is keyed or otherwise secured to the shaft and which meshes with the internally toothed portion |22 of a gear |23, the gear |23 having an externallytoothed portion |24.

It will be noted that the gear |23 is supported for rotation about an axis offset from the axis of the driving shaft ||4, the gear being provided for this purpose `with an annular hub portion |25 which is journalled on an eccentric member |28 by means of antifriction bearings |29, the member |28 being formed integrally with or secured to the rearward end of the sleeve ||6. An annular gear |30 surrounds the gears hereinbefore described and is provided with an internally toothed portion meshing with the externally toothed portion |24 of the gear 23. The gear |30 is supported for rotation about the axis of the driving shaft ||4, for instance by securing the same to a member |32 having a hub portion |33 journalled on the driving shaft ||4,

It will be observed that the construction vthus f far described is in effect a planetating gear system, the eccentric member 28 constituting a carrier for the compound gear |23 which constitutesv the planet element and which is in mesh by means of its external and internal toothed portions with the gear |30 and the driving gear |2| respectively.

As in the previously described modification, provision is made for retaining the eccentric member or carrier |28 against rotation under certain conditions of operation. For this purpose, a braking element |35, non-rotatably supported within the housings and I3, is disposed in close proximity to a corresponding braking element |36 which is in turn carried by a hub member |31 rotatable on the sleeve I6 and having a threaded or equivalent connection |39 therewith. Thus when the member |36 is moved into engagement with the member |35 by the action of the threaded connection |39, the rotationv of the eccentric carrier |28 will be retarded, the friction being preferably increased by the provision of a suitable annular friction element |40 secured to the face of the member |36.

A member |45, preferably in the form of a substantially annular drum, surrounds the gearing thus far described and is carried by members |46 and |41 located at the ends thereof, these members being bolted or otherwise secured to the drum and forming a part thereof. 'Ihe member |46 is provided with a hub portion |48 journalled on the sleeve ||6 and the member |41 is provided with a hub portion |49 journalled on the 'shaft ||4. In this manner the drum |415 is supported for rotation about the (axis of the shaft 4 and the member |41 may be considered for convenience the driven element of the change speed gearing, ignoring for the moment those parts of the mechanism which serve to effect the selection of the various speed ratios. Thus the desired speed ratio can be obtained by coupling the drum |45 selectively to either of two elements of the gear train hereinbefore described having different speeds of rotation, for instance the gears |30 and |23.

The coupling of the gear |30 to the drum |45 is effected by a clutch of which the member |32 supporting the gear 30 forms one part and a member |52 connected with the drum 45 forms the other part. The member |52 has a non-rotative connection indicated at |53 with the drum, this connection being such as to permit a limited axial displacement of the member |52. .A hub member having a threaded or similar connection |54 with the hub portion |33 of the member |32 serves to support a member |51, the arrangement being such that under certain conditions of operation the cooperating clutch members |32, |51, and |52 are clamped together by the action of the threaded connection |54 to effect coupling of the gear |30 to the drum |45.

Coupling of the gear |23 to the drum |45 is effected through a friction clutch which preferably comprises cooperating friction plates having a non-rotative and axially slidable connection with the drum |45 and with a member |62 supported for rotation on the sleeve ||6 respectively. The member |62 is provided with one or more circular depressions |63 in the face thereof, the hub portion |25 of the gear |23 being provided with one or more axially projecting pins |65, each of which extends into one of the depressions |63 in the member |62, reference being made to Figures 10 and 17 of the drawings. It will be noted that by means of this arrangement the plates forming the clutch |60 are coupled for rotation with the gear |23 in such a manner as to permit relative radial movement thereof. This or some equivalent form of coupling is necessary for the reason that the drum |45 and the gear |23 are rotatable about displaced axes.

Means are also provided for coupling the drivling shaft ||4 directly to the drum |45, this means comprising a member |68 keyed or otherwise secured to the shaft ||4 and a clutch comprising cooperating interleaved plates |10, the plates having a non-rotative and axially slidable connection with the member |68 and the drum |45 respectively.

The mode of operation of the gearing thus far described is as follows. Assuming that the drum |45 is the driven element and that the shaft I4 is rotated ina clockwise direction as viewed from the left hand end of Figure 10, the gear |2| will tend to rotate the gear |23 in a clockwise direction. If the clutches |60 and |10 are disengaged, the inertia of the gear |30 and the small amount of friction between this gear and the members |52 and |51, necessarily present even though no clamping action takes place, will retard the rotation-of the gear |30 to an extent sufficient to cause the gear |23 to climb around the gear |30, carrying the eccentric member |28 and the sleeve 6 in a counterclockwise direction. By reason of the threaded connection |39 between the hub member |31 of the braking member |36, the latter will be moved axially into engagement with the cooperating braking member |35 and thus the eccentric |28 will be held against rotation. I'he gear |23 will therefore be rotated on the member |28 b the gear |2| and will in turn drive the gear I3 in a clockwise direction, the gears acting as a simple train having xed axes. The member |33 carried by the gear |30 will now act through the threaded connection |54 to move the member |51 axially so that the clutch members |32 and 52 are firmly engaged. The drum |45 to which the member |52 is keyed will therefore be driven in a clockwise direction at a relatively low rate of speed determined by the diameters of the several gears in the train.

If it be now assumed that the clutch |60 is engaged by means to be hereinafter described, the gear |23 will be coupled to the drum |45 through the member |62 and the clutch |60. Obviously the gear |23 is rotating more rapidly than the final gear |30 of the reducing train, and thus the clutch member |52 will tend to move ahead of the member |32 in a clockwise direction and will carry the member |51 with it. By reason of the threaded connection |54 between the member |51 and the member |32, the member |51 will be moved axially away from the member 52 and the clutch will be disengaged. This provides the second or intermediate speed, it being noted that the eccentric member |28 is still retained against rotation by the friction brake |35, 36 since the gear 23 still tends to climb in a counterclockwise direction-about and within the gear 23.

If it be now assumed that the clutch |10 is engaged, the driving shaft ||4 will be coupled directly to the drum |45 to provide the high or direct speed ratio. Since the gearsv |23 and 2| are now both coupled to the shaft, there can be no relative rotation between them, and the gear |23 together with the eccentric member |28 will be carried in a clockwise direction with the result that the threaded connection |39 between the sleeve I6 and the member |36 will withdraw the latter from the cooperating braking member |35, the entire gearing now being free to rotate as a unit about the axis of the shaft ||4.

In this form of the invention the means which serves to hold the planetating gear carrier against rotation also functions as a clutch to interrupt the transmission of torque to the gearing. For this purpose, the braking member |35 is supported for axial movement toward and from a position in which it may be engaged by the cooperating braking member |36 when the latter is moved forwardly by the threaded connection |39 with the sleeve ||6. For instance, the braking member |35 may be supported as shown in Figure 10 of the drawings in which the plate ||9 is provided with a plurality of apertures |12 through which the elements |13 extend, these elements being preferably formed integrally with the braking member |35. Each element |13 is provided with an aperture |14 to receive one arm |15 of a two armed lever |16the latter being fulcrumed at |11 on the plate ||9. The remaining arm |18 on each lever |16 is provided with a roller |19 which is adapted to engage a conical member axially slidable on a sleeve |8| which is in turn threaded or otherwise secured on the sleeve H6. A coil spring |83 acting between the conical member |88 and the plate ||9 urges the former to the left as shown in Figure 10, suitable stop means, for instance a retaining ring |85, being provided on the sleeve |8| to limit the axial movement of the memberv |88. A clutch shaft |81 to which a fork |88 is secured extends transversely of the housing ||3 and is supported for rotation therein, this fork engaging a collar |98 formed on or secured to the member |88.

When the shaft |81 is rotated in a counterclockwise direction as viewed in Figure 10, the conical member |88 will be moved to the right against the action of the spring |83 and will act through the lever |16 to withdraw the braking member |35 from the cooperating member |36. Thus if the gearing is to be used in a motor vehicle, the arrangement just described may be used in lieu of the usual vehicle clutch since the operation of the gearing in either low or intermediate ratios is dependent upon the engagement of the cooperating braking members |35 and |36.

The mechanism for controlling the clutches |68 and |18 in response to thev speed of the driven element and the torque transmitted thereto is similar to that described in connection with the preferred form of the invention, either of these arrangements being capable of use with either of the gearing constructions hereinbefore described. It will be observed that the member |41 forming part of the drum |45 is provided with a plurality of rearwardly directed pins 288, these pins extending through apertures 28| and 282 provided in disks 284 and 285 respectively which are disposed adjacent to and rearwardly of the member |41.

Similarly the disk 284 is provided with a plurality of pins 225 which extend rearwardly through apertures 226 in the disk 285. The disk 284 is journalled on the hub portion |49 of the member |41 for rotation about the axis of the driving shaft ||4, and the disk 285 is connected to a shaft 286 which constitutes the ultimate driven member of the automatic speed ratio changing portion of the transmission mechanism.

The disk 284 carries a plurality of sleeves 288 which pass through the disk and are secured rigidly thereto, a shaft 289 passing through each sleeve 288 and being rotatable and axially slidable therein. A member 2|8 provided with a slot 2|| encompassing each pin 288 is keyed or otherwise secured as indicated at 2 2 to the rearwardly extending end of each shaft 289, each such member 2|8 constituting in effect a two armed lever supported for pivotal movement within the corresponding sleeve 288 and being loaded adjacent the end thereof remote from the slot 2|| in any suitable manner, for instance by means of a weight member 2|3 bolted or otherwise secured thereto. l

Similarly, the disk 285 carries a plurality of sleeves 228 rigidly secured thereto, a shaft 238 extending through each sleeve and being slidably and rotatably mounted therein. A member 232 is keyed or otherwise rigidly secured to the rearwardly projecting end of each shaft 238, each member 232 being provided with a slot 233 encompassing a corresponding pin 225. Each member 232 is likewise loaded at one end by means of a weight member 234 secured thereto and is capable of swinging with and about the axis of the shaft 238. The members 232 and 2 I8 may be further secured to the shafts 238 and 289 respectively by means of nuts 2 5 threaded on the ends of the shafts.

A sleeve 236 provided with a clutch finger 235 is slidably mounted on each shaft 238, the nger extending inwardly toward the axis of the shaft ||4 and beingpositioned to cooperate withthe clutch plates |18 when moved to the right from the position shown in Figure I5 to engage these plates and thus couple the shaft carried member |68 and the drum |45 for rotation. For this purpose the shaft 238 is yieldingly connected to the sleeve 236 by means of a coil spring 238 positioned within the sleeve and acting between the latter and thenuts 231 threaded on the shaft, the tension of the spring being adjustable to regulate the degree of compression applied to the clutch plates |18. Each sleeve 236 passes through an aperture 239 in the drum supporting member |46 and is threaded within or otherwise secured to an annular member 248 which it serves to support. The member 248 is provided with ears 24| to which levers 242 are pivoted, one arm of each lever engaging the end of a corresponding shaft 238, the other arm of each lever engaging a radially extending flange 244 provided on a sleeve 245 which is axially slidable and rotatable on the hub portion |48 of the drum supporting member |46. A shaft 248 extending transversely of the housing ||8 and supported for rotation therein carries a fork 249 which is keyed or otherwise secured thereto and which engages a collar 258 on the sleeve 245. It is apparent that by rotating the shaft 248, which may be provided with any convenient form of operating mechanism, the annular member 248 and the sleeve 236 will be drawn to the left from the position shown in Figure 10 of the` drawings against the action of the spring 238 to relieve the clutch action of the plates |18, regardless of the position of the shaft 238, the lever 242 rocking about the end of the shaft.

Each shaft 289 is similarly provided with a clutch flnger 2|4 which is secured thereto andl which cooperates with the clutch plates |68 to couple the member |62 and the drum |45 for rotation when the shafts 289 are moved to the right as shown in Figure 16.

It will be Aobserved that cooperating cam surfaces 2|6 are formed on the sleeves 228 and the weighted members 232 and that similar cooperating cam surfaces 2|8 are formed on the sleeves 288 and the members4 2|8. 'I'hus when the outer weighted ends of either the members 232 or the members 2|8 swing outwardly about the axis of the shafts on which they are supported in response to centrifugal force, the cooperating cam surfaces 2|6 and 2|8 will thrust the correy sponding shafts to the right as viewed in Figures and 16 to engage the clutches associated with these shafts by means of the clutch fingers 235 and 2 4. On the contrary, when the arms 232 and 2|8-swing in the opposite direction against the action of centrifugal force, the shafts 238 and 289 are moved to the left to release the clutches |18 and |68 by means of similar cooperating cam surfaces 228 and 22| respectively formed on the shafts and the sleeves in which they are supported.

It will also be seen that when the memberV |41 andthe pins 288 carried thereby are rotated in a clockwise direction as viewed from the forward end of the transmission or in a counterclockwise direction as viewed in Figures 11 and 12, the members 2 I8 by reason of their slotted connection with these pins will tend to move inwardly to a position in which the weighted portions thereof are P051- tioned adjacent the member 206, and will be retained in that position as long as the speed of rotation is relatively slow. However, as the speed of rotation increases, the weights 2|3 carried by the members 2| 0 tend to move outwardly in direct opposition to the force exerted by the pins 200, and thus when the speed becomes suillcient the members 2 I 0 will be rotated to the positionvshown in Figures 11 or 1.2 to shift the shafts 200 to the rear through the medium of the cooperating cam surfaces 2|8 to engage the clutch plates |60.

Similarly the rotation of the disk 204 in a clocklwise direction as viewed from the forward end of the transmission or in a counterclockwise direction as viewed in Figures 11 and 12 will tend to move the members 232 associated with the pins 225 to shift the weighted arms of these members inwardly to the position which they occupy in Figure 12. However, when the speed of rotation of the disk205 is suiciently increased, the centrifugal force acting on the Vweights 234 will be sufllcient to swing the members 232 to the position shown in Figure 11 and thus through the action of the cam surfaces 2|6 to move the shafts 230 to the right as viewed in Figure 15 to engage the cooperating clutch plates |10.

The weights 2|3 are of greater mass than the weights 234, and thus if it be assumed that the speed of rotation of the member 35 and the disk 31 is gradually increasing, the members 2|0 will first be moved outwardly as the result of centrifugal force, and thus the position of the parts shown in Figure 12 will result, and the clutch plates |60 will be first engaged as suggested hereinbefore. As the speed of rotation continues to increase, the weights 234 of less mass are affected and the members 232 are rotated to the position shown in Figure 11 so that the clutch plates |10. are engaged. I1" without further increase in speed the torque exerted by the pins 225 and 200 on the members 232 and 2|0 is assumed to be increased, the reverse action will take place, the members 232 first swinging to the position shown in Figure 12 of the drawings by reason of the lesser mass of the weights 234 carried thereby. On further increase in torque the members 2| 0 will be similarly swung inwardly to disengage the clutch plates |60.

The operation of that portion of the apparatus thus far described will now be apparent. When no torque is being supplied to the transmission mechanism, for instance if the mechanism is applied to a motor vehicle and the vehicle clutch is disengaged, it may be assumed that the weighted members 232 and 2| 0 which control the speed ratio occupy the position in which the members 232 are shown in Figure 12 and extend inwardly adjacent the shaft ||4, and the various clutches shown in Figure 10 are disengaged. As the vehicle clutch is engaged, for instance by the operation of the shaft |81 to position the braking member |35 in close proximity to the braking member |36, the action hereinbefore described takes place, the eccentric member |28 being retained against movement by the cooperation of the braking members |35 and |36, and the low speed gear |30 being clutched to the drum |45 by the engagement of the cooperating members |32, |51, and |52. The torque thus transmitted to the drum |45 is exerted through the pins 200, the weighted members 2|0, lthe sleeves 208 in which the members are supported, the disk 204, the pins 225 can'ied by the latter, the weighted members 232, the sleeves 228 in which these weighted members are supported, to the disk 205 which in turn carries the driven element 206. This transmitted torque holds all of the weighted members 232 and 2|0 in their innermost position until the speed of rotation attained is sufficient to overcome the effect of torque, when, in response to centrifugal force, the heavier of the weighted members 2|0 will move outwardly and the position of the parts will be that shown in Figure 12 of the drawings. In moving outwardly the weighted members 2|0 serve to engage the clutch plates |60 as hereinbefore described. The operation previously recited now follows, the braking members |35 and |36 being retained in frictional engagement, and the clutch members ,|32, |51, and |52 being released, with the result lthat the driving torque is transmitted through the gear |23 and the second or intermediate speedratio is selected.

When a still higher speed of the driven members is reached, the weighted member 232 will likewise swing outwardly in response to centrifugal force, with the result that the clutch plates |10 are engaged and the entire mechanism including the planetating gear |23 is rotated about the axis of the shaft a direct drive being eiected from the shaft to the member |68 and thence to the member |41 and the associated speed and torque responsive ratio selecting apparatus. If the torque should now be gradually increased, the force exerted by the pins 225 acting in the slots in the weighted members 232 will rst restore these members to the position shown in Figure 12, in view of the fact that the centrifugal force tending to swing these members outwardly is less than the centrifugal force acting on the members 2 I0. This operation releases. the clutch plates |10 and the parts are restored to the intermediate speed ratio, the driving torque being transmitted through the gear |23 and the clutch plates |60. If the torque is still further increased the weighted members 2|0 will be swung toward their inner positions adjacent the shaft with the result that the cooperating clutch plates v|60 will be freed. The member |33 carried by the gear |30 will now tend to rotate ahead of the member |51 in a clockwise direction and will thus through the threaded connection |54 engage the cooperating clutch members |32, |51, |52, with the result that the drive is transmitted through the low gear |30 to the drum |45, the low speed ratio having been selected.

It will be noted that the driven element 206 is journalled on the hub member |49 of the member |41 which is in turn journalled on the rear end of the shaft ||4. The element 206 is also journalled'in a bearing 260 carried by the end wall of the casing ||0 and thus the driving shaft and the driven element are adequately supported for rotation in the casing. A supplementary housing 262 is secured to the rear of the main housing 0 and serves to enclose the manually operable gearing for obtaining either forward or reverse drives at any of the speed ratios selected by the automatic transmission gearing. For this purpose, anultimate driven shaft 264 is journalled in a bearing 265 supported in the rear wall of the casing 262, the shaft 264 and the element 206 being telescoped as indicated at 266. A gear 268 is carried by the driven shaft 264 and is provided with an externally toothed portion 269 and inwardly facing clutch teeth 210, the latter cooperating with clutch'teeth 212 carried by and preferably formed integrally with a gear 214, the latter being splined or otherwise slidably and non-rotatably supported on the element 206.

A shaft 211 extends longitudinally of the casing 262 and gears 218 and 219, formed integrally or otherwise secured for rotation, are journalled on the shaft 211. The gear 219 is positioned for continuous meshing engagement with an idler gear 28|)` which is supported in any conventional manner in the casing 262, the gear 280 being positioned for meshing engagement with the gear 214 when the latter is slid to the left from the position shown in Figure 10. The gear 218 meshes i with the gear 26|) on the driven shaft 264. A yoke 285 or other` conventional gear shifting means is provided to slide the gear 214 axially to engage the clutch teeth 212 and 210 to connect the driven shaft 264 and the element 206 directly or to engage the gears 214 and 280 to provide for reverse rotation of the shaft 264.

The application of this gearing to the operation of a motor vehicle will be at once apparent. The manually operable gearing enclosed within the casing 262 is rst manipulated to select either the forward or reverse drive in the manner just described while the braking member |35 is withdrawn from the cooperating member |36. The shaft |81 controlling the braking member I 35 is now released, the operation being identical with that involved when the usualyehicle clutch is provided, and the braking members' |35 and |36 coact to initiate operation of the gearing and to select the low speed ratio. The selection of the other speed ratios then proceeds automatically.

If, however, it is desired when descending a steep grade to use the motor as a brake through reduction gearing, the shaft 248 may be rotated to release the clutch plates |10 independently of the action of the weighted members 232 and the gearing will be placed in intermediate speed ratio in precisely the-'same manner as if these plates |10 had been released by the weight members 232. Thus the motor may be utilized as a brake with greater eiectiveness than if the gearing 'were coupled directly in the high speed ratio.

In this modification of the invention as well as in the embodiment first described it will be noted that the threaded connections |39 and |54 for engaging the braking members |35 and |36 and the clutch members |52 and |32 respectively are not an essential part of the construction since they function merely in the manner of one-Way clutches as hereinbefore pointed out. Various other modifications and alterations of the structural details may be effected without departing from the fundamental feature of the invention which consists in the provision of means in which forces proportioned to the torque transmitted through and the speed attained by the driven element are directly opposed to select a speed ratio appropriate to the existing conditions of torque and speed.

Having thus described the invention, what is claimed as new and desired to be secured by Letters Patent is:

1. In a variable speed transmission mechanism, the combination with a driving member, of a driven member, selective change speed gearing including a planetary gear set for operatively connecting said members, means for retarding planetating movement of said gear set in one direction only, means including a clutch for effecting an operating connection between said driven member and said gear set in one direction of rotation of the latter only, and means associated with and responsive to increase in speed of said driven member for directly coupling said driving and driven members.

2. In a variable speed transmission mechanism, the combination with a driving member, of a driven member, selective change speed gearing including a planetary gear set for operatively connecting said members, a one way brake for preventing planetating movement of said gear set in a direction reverse to the direction of rotation of said driving member, means including a one way clutch for operatively connecting said gear set to said driven member to rotate the latter at a reduced speed in the direction of rotation of said driving member, and means associated with said driven member and operable when the latter reaches a predetermined speed for locking said driving and driven members, whereby said brake and clutch are rendered ineiective.

3. In a variable speed transmission mechanism, the combination with a driving member, of of a driven member, selective change speed gearing including a planetary gear set for operatively connecting said members, a one way brake for preventing planetating movement of said gear set in a direction reverse to the direction of rotation of said driving member, means including a one way clutch for operatively connecting said gear set to said driven member to rotate the latter at a reduced speed in the direction of rotation of said driving member, and means for operatively connecting said planetary gear set to said driven member to drive the latter at a speed greater than said reduced speed in the direction of rotation of said driving member, whereby said clutch is rendered ineffective.

4. In a variable speed transmission mechanism, the combination with a driving member, of a driven member,` selective change speed gearing including a planetary gear set for operatively connecting said members, a one way brake for preventing planetating movement of said gear set in a direction reverse to the direction of rotation of said driving member, means including a one Way clutch for operatively connecting said gear set to Said driven member to rotate the latter at a reduced speed in the direction of rotation of said driving member, means for operatively connecting said planetary gear set to said driven member to drive the latter at a speed greater than said yreduced speed in the direction of rotation of said driving member, whereby said clutch is rendered ineffective, and a device associated with said driven member for initiating operation of said last named means when a predetermined speed-torque ratio is reached.

5. In a variable speed transmission mechanism, the combination with a driving member, of f a driven member, selective change speed gearing including a planetary gear set for operatively connecting said members, a one way brake for preventing planetating movement of said gear set in a direction reverse to the direction of rotation of said driving member, means including a one way clutch for operatively connecting said gear set to said driven member to rotate the latter at a reduced speed in the direction of rotation of said driving member, means for operatively connecting said planetary gear set to said driven member to drive the latter at a speed greater than said reduced speed in the direction of rotation of said driving member, whereby said clutch is rendered ineffective, and means for coupling said driving and driven members for rota tion, whereby said clutch and brake are rendered ineffective.

6. In 'a variable speed transmission vmechanism, the combination with a driving member, of a driven member, selective change speed gearing including a planetary gear set for operatively connecting said members, a one way brake for preventing planetating movement of said gear set in a direction reverse to the direction of rotation of said driving member, means including a one way clutch for operatively connecting said gear set to said driven member to rotate the latter at a reduced speed in the direction of rotation of said driving member, means for operatively connecting said planetary gear set to said driven member to drive the latter at a speed greater than said reduced speed in the direction of rotation of said driving member, whereby said clutch is rendered ineffective, means for coupling said driving and driven members for rotation, whereby said clutch and brake are rendered ineffective, and separate devices associated with said'driven member for initiating operation of each of said last named means successively in response to a progressive increase in the speed-torque ratio of said driven element.

7. In a variable speed transmission :mechanism, the combination with a driving member, of a driven member, means comprising selective change speed gearing interposed between said members, said gearing including a first device operable to select one speed ratio and a second device operable to select a higher speed ratio, torque-speed responsive apparatus included in said rst named means and operatively connected to said devices and said driven member to transmit torque therebetween, and connections between said apparatus and said devices for initiating operation of said devices successively as the ratio of speed to torque in said apparatus is progressively increased.

8. In a variable speed transmission mechanism, the combination with a driving member, of a driven member, means comprising selective change speed gearing interposed between said members, said gearing includinga first device operable to select one speed ratio and a second device operable to select a higher speed ratio, torque-speed responsive apparatus included in said first named means and operatively connected to said devices and said driven member to transmit torque therebetween, and connections between said apparatus and said devices for initiating operation of said devices successively as the ratio of speed to torque in said apparatus is progressively increased, said apparatus including separate torque transmitting portions arranged in series, each of said portions being allocated to one only of said devices.

9. In clutch operating mechanism, the combination with a pair of clutches, of apparatus for automatically rendering said clutches operative and inoperative in response to changes in speedtorque ratio, said apparatus being operatively connected to said clutches to receive torque therefrom and including two devices arranged Vin series for transmitting such torque therethrough,one of said devices being allocated to each of said clutches for operation thereof.

10. In clutch operating mechanism, the combination with 4a pair of clutches, of apparatus for automatically-rendering said clutches operative and inoperative in response to changes in speed-torque ratio, said apparatus being operatively connected to said clutches to receive torque therefrom and including two devices arranged in series for transmitting such torque therethrough, one of said devices being allocated to each of said clutchesfor operation thereof, each of said devices comprising means movable in response to centrifugal force in one direction and movable in response to transmitted torque in the opposite direction.

11. In clutch operating mechanism, the combination with a pair of clutches, of apparatus for automatically rendering said clutches operative and inoperative in response to changes in speed-torque ratio, said apparatus being operatively connected to said clutches to receive torque therefrom and includingV two devices arranged in series for transmitting such torque therethrough, one of said devices being allocated to each of said clutches for operation thereof. each of said devices comprising a weighted member movable in response to centrifugal force in one direction and movable in response to transmitted torque in the opposite direction, one of said weighted members having less mass, whereby one of said clutches will be rendered operative before theother clutch as the speed-torque ratio increases.

l2. In a variable speed transmission mechanism, the combination with a driving member, of

a driven member, selective change speed gearing including a'compound planetary gear having a plurality of toothed portions of different diameter for operatively connecting said members, a carrier for said gear, means for retarding planetation of said gear in a direction reverse to the direction of rotation of said driving member, means including a one way clutch for operatively connecting one toothed portion of said gear to said driven member to rotate the latter at a reduced speed in the direction of rotation of said driving member, a device for operatively connecting a second toothed portion of said gear with Ysaid driven member to rotate the latter at a speed greater than said reduced speed, and means associated with said driven member and operable in response to speed of the latter to control said device.

13. In a variable speed transmission mechanism, the combination with a driving member, of a driven member, selective change speed gearing including a compound planetary gear having a plurality of toothed portions of diierent diameter for operatively connecting said members, a. carrier for said gear, means for retarding planetation of said gear in a direction reverse to the direction of rotation of said driving member, means including a one way clutch for operatively connecting one toothed portion of said gear to said driven member to rotate the latter at a reduced speed in the direction of rotation of said driving member, a device for operatively connecting a second toothed portion of said gear with said drivenmember to rotate the latter at a speed greater than said reduced speed, a second device for operatively connecting said driving and driven members for direct rotation, and means asso-l ciated with said driven member and operable in response to increase in the speed-torque ratio thereof to initiate operation of said devices in the order named.

14. In a variable speed transmission mechanism, the combination with a driving member, of a driven member, selective change speed gearing for connecting said members for rotation at three distinct speed ratios, and means through which torque is transmitted to said driven member for eiecting selection of said change speed gearing in decreasing ratio in response to increased torque, said means being responsive to variation in speed of said driven member to effect selection of said change speed gearing in increasing ratio, said means servingto selectl and maintain each of the threespeed ratios when corresponding predetermined relationships between the torque and speed are established.

15. In a variable speed transmission gearing, the combination with a driving member, of a driven member, selective change speed gearing for connecting said members for rotation at three distinct speed ratios, and a device associated with said driven member and operable by directly opposed forces derived from the speed of the driven member and the torque transmitted thereto for effecting automatic selection of said change speed gearing in any of the three speed ratios:

16. In a variable speed transmission, the combination with a driving member, of a driven member, a selective change speed gearing having three distinct ratios connecting said members, means associated with said gearing and said driven element and movable in response to change in speed of the latter for controlling the selection of said gearing in all three ratios, and means for transmitting torque through said last named means to directly oppose such movement.

17. In a variable speed transmission, the combination with a driving shaft, of a driven shaft, an externally toothed gear secured to said driving shaft, a gear carrier supported for rotation about the axis of said driving shaft, a gear element supported for rotation on said carrier, said gear element having three externally toothed portions of different diameter thereon, one of said toothed portions meshing with said first named gear, a pair of gears rotatable on said driving shaft and meshing respectively with the remaining toothed portions of said gear element, clutches for effecting connection of each gear of said pair of gears with said driven shaft, and means responsive to variation in speed of the driven shaft and the torque transmitted thereto for effecting selective operation of said clutches.

18. In a variable speed transmission, the combination with a driving shaft, of a driven shaft, an externally toothed gear secured to said driving shaft, a gear carrier supported for rotation about the axis of said driving shaft, a gear element supported for rotation on said carrier, said gear element having three externally toothed portions of different diameter thereon, one of said toothed portions meshing with said first named gear, a pair of gears rotatable on said driving shaft and meshing respectively with the remaining toothed portions of said gear element, a brake for retarding rotation of said carrier, clutches for effecting connection of each gear of said pair of gears with said driven shaft, and means responsive to variation in speed of the driven shaft and transmitted torque for effecting selective operation of said clutches and brake.

19. In a variable speed transmission, the combination with a driving shaft, of a driven shaft, a driving gear rotatable with said driving shaft, a gear carrier, a planet gear set rotatable on said carrier and meshing with said driving gear, a pair of gears of different diameter rotatable about the axis of said driving shaft and meshing with said bination with a driving shaft, of a driven shaft, a driving gear rotatable with said driving shaft, a gear carrier, a planet gear set rotatable on said carrier and meshing with said driving gear, a pair of gears of different diameter rotatable about the axis of said driving shaft and meshing with said planet gear set, means for retaining said carrier against rotation in one direction, a one Way clutch for connecting one of said pair of gears with said driven shaft, a clutch operable to connect the other of said pair of gears with the driven shaft, and a device associated with the driven shaft for automatically operating said last named clutch in response to variation in the speed of the driven shaft and the torque transmitted thereto.

21. In a variable speed transmission, the combination with a driving shaft, of a driven shaft, a driving gear rotatable with said driving shaft, a gear carrier, a planet gear set rotatable on said carrier and meshing with said driving gear, a pair of gears of different diameter rotatable about the axis of said driving shaft and meshing with said planet gear set, means for retaining said carrier against rotation in one direction, a one way clutch for connecting one of said pair of gears with said driven shaft, a clutch operable to connect the other of said pair of gears with the driven shaft, and a clutch operable to directly connect said driving and driven shafts.

22. In a variable speed transmission, the combination with a rotatable driving member, of a rotatable driven member, selective change speed gearing including a planetary gear set connecting said members, a device rotating with said driven member and operable when a predetermined speed of the latter is attained for selecting andv rendering the gearing operative at one definite speed ratio, and a. second device rotatable with said driven member and operable when a greater speed of the latter is reached for selecting and rendering the gearing operative at a second denite speed ratio differing substantially from the rst named speed ratio.

23. In a variable speed transmission, the combination with a driving member, of a driven member, selective change speed gearing connecting said members, a device associated with said driven member and operable when a predetermined speed of the latter is attained for selecting one speed ratio, and a second device associated with said driven member and operable when a greater speed of the latter is reached for selecting a second speed ratio, said devices being operable in response to centrifugal force, and means for applying torque transmitted to said driven member through said devices to directly oppose the action of centrifugal force thereon.

24. In a variable speed transmission mechanism, the combination with a driving member, of a driven member, selective change speed gearing including a planetary gear set for operatively connecting said members, means for retarding planetating movement of said gear set in one direction only, means including a one-way clutch for eifecting an operating connection between said driven member and said gear set in one direction of rotation of the latter only, and means including a second clutch for Idirectly coupling said driving and driven members, whereby said rst named clutch is rendered ineffective.

25. In a variable speed transmission mechanism, the combination with a driving member, of a driven member, selective change speed gearing including a planetarygear set for operatively connecting said members, ,means for retarding 

